Martin Donnon

Most of us know everything goes better mafless at high boost and high power levels. Airflow meters suffer from 'bottoming out' in the software, and with decent cams and compressors involved they get nasty with reversion.... So in the case of the R35 you unplug both airflow meters and cable tie the leads out the way, install a properly calibrated Air Temperature Sensor in the charge pipe, then flick the new mafless Cobb Speed Density operating system into the factory ECU, and hey presto - An 800hp R35 GTR big turbo engine that runs just so much nicer than it did before in all conditions :lol: What it means? No big crazy intake pipe requirements or recalibrated airflow meter electronics for high power high boost GTRs. Its a nice touch that most of the serious race guys will soon be into - if they arent already

Yes thats correct Dave. 285s all round on 4 x 10.5 inch rear rims is the best fitment. Closer you can get to that the better

Sure is Toyo supply a 315 for the rear......hence my point

The way to make them work Beer Baron is with a little 'Willall magic' What we do is run all four factory rear GTR rims on the GTR. Our front camber arms make this possible. Then....stretch the 285 Toyos on the wider rear GTR rims (285s all round)....then set the pressure right, and they are ok The stock fitment of the 888 is not correct for the GTR rim when you look at the sideloading the car puts on the carcass

Not much understeer there, looks like its superby driven as well

Of course its that much quicker, the MY11 has the latest generation Dunlop Series II runflat on it, which is - seconds - quicker anywhere than the original Bridgestone the MY09/10 came with. Thats a big part of the cars speed difference, obviously the tweaks all play a part, but grip is king

Whether you like, love, or have general respect for your tuner, whomever it may be, running a new engine rich enough that you can 'feel' it through the seat of your pants is a very dangerous thing to do. Two problems are created - the first being that you can potentially glaze the bores of the engine, and when this happens you are left with an engine that needs to be stripped down and honed to be fixed (achieve proper ring seal again). The other potential issue is oil dilution which can seriously affect the engines ability to lubricate the bottom end correctly. Be very careful with all of this, or we will possibly get Heartbreak mk III thread, and thats the last thing anybody wants. Your engine builder should be (and probably is already) all over this

Yawn.....easy

Thanks Kymbo From our analysis the reason that the 2011 is quicker in magazine tests is not only its improved transmission software, but the ease with which you can put it into Launch Control mode. Many journos struggled getting their head around LC2 and simply bogged the car against the brake thinking it was in Launch mode...when in fact it wasnt. LC4 makes it easy for scribblers to actually get it right for once - hence the car road tests as a missile

Even at a fast track bcl - a real fast track - its not uncommon to see a 350awkw R35 absolutely destroy 500kw+ other awd and 2wd cars. Not only is it area under the torque curve, but also the tyre friction curve. About the only thing that will keep a 35 in sight in terms of kg/kw (or lack thereof) is the Evo X

The two cars output is so close due to the fact that they have a mechanically identical engine package and turbochargers. The MY11 has fractionally larger inlet pipes which at this level of tune dont make a massive difference, but do account for some of the top end improvement

Its all about utilising every kilowatt efficiently. The local stuff doesnt have a hope, but the likes of GTR, EVO X and even new STi do it quite nicely Still, nothing wrong with a - genuine - 290rwkw

It doesnt matter how thick it is, or how strong it is, the stainless turbo exhaust manifold is inferior for very basic reasons. Stainless has a different material phase diagram that makes it more prone to cracking than an equivalent high nickel content iron. When you see OE manufacturers producing turbocharged engines with 304/316 stainless manifolds then you are onto something....until then....

Here is the raw data -

Stainless manifolds - are junk Greddy recently had to replace all their stainless R35 GTR TD06 manifolds with cast as nearly all of them failed with extreme cracking etc.

The same Beer Baron. Around 290awkw stock on the Mainline. The 2011 car runs more boost, and is leaner than the earlier cars hence the greater power output. If anyone is interested I can put together some excellent stock and tuned MY09/10 vs MY11 GTR dyno charts today. Any interest? (I need to know as it will take me an hour or so to do!)

No problems!

Tailem ran a 400m event last year (September if I remember right) It was good enough for my EVO X to run an 11.9 and a mates turbocharged LS1 a 12.2 (on Achilles street tyres of all things) Now apparently its unsafe to run cars 400m there - although the surface was totally fine, CAMS even let us run in the wet, and there was no problem with that either. Let the Sporting Car Club run these meets and they will be 400m. For some reason ANDRA seem hell bent on making everything into an 1/8th mile....we already have four such tracks. We do not need another. Standing 1000m would be even better. The deep end is where the fun is. For a cheaper sport, try knitting, not castrating drag racing. Twenty 20 short format suits cricket, not cars IMO. Lobby the Sporting Car Club and we will get the 400m events back

Some more pictures MY11 being custom tuned on the dyno - Willall Titanium Midpipe - Final result showing boost curve and torque -

Data -

Looks more like the old JMS now..............

Here you go Jet....

Sled the printout is sitting in the printer still, but will email you PDF this morning. BTW nothing beats the Tai Ito Lemongrass chicken Banh Mi roll!

Inject water into your brakes if you want to save money. Tyres, pads, then discs will be your wear items in that order

That would be pretty impressive at 13psi....but alas its a Mainline dyno